Starter for internal-combustion engines.



G. R. WADSWORTH. STARTER F011- INTERNAL comsusnou ENGINES.

APPLICATION FILED NOV. 8,1911- Patented Dec. 12, 1916,

v 3 SHEETS SHEET 2.

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G. R. WADSWORTH. STARTER FOR INTERNAL comsusnou memes. APPLICATION FILEDNOV. 8,19Il.

. 9 1,207,821 v Patented Dec. L, 1916.

3 SHEETS-SHEET 3- UNITED STATES PATENT OFFICE.

GEORGE R. WADSWORTH, 0F CLEVELAND, OHIO, ASSIGNOR TO THE PEERLESS MOTORCAR COMPANY, OF CLEVELAND, OHIO, A CORPORATION OF OHIO.

STARTER FOR INTERNAL-COMBUSTION ENGINES.

Application filed November 8, 1911.

To all whom it may concern:

Be it known that I, GEORGE R. WAnswoR'rH, a citizen of the UnitedStates, residing at Cleveland, in the county of Cuyahoga and'State ofOhio, have invented a certain new and useful Improvement in Starters forInternal-Combustion Engines, of which the following is a full, clear,and exact description.

This invention relates to starters for internal combustion engines,especially engines employed in motor vehicles.

It has been proposed to start an internal combustion engine of a motorvehicle by means of an electric motor comprising a fixed field memberand anarmature which is mounted directly upon the crank shaft or anextension thereof, and has its aXis of rotation coincident with the axisof the crank shaft. In a starting device of this kind wherein the powerof the motor is applied directly to the crank shaft without anyintermediate power-multiplying transmission agency, it is essential thatthe motor have a very large starting torque, and by reason of the greatload on the motor, a heavy starting current is required by the motor.This is very objectionable for automobile service, for the reason thatduring the operation of the starting motor, there is a very heavy dragon the storage battery, which is very detrimental to its life andefficiency.

The present invention relates to starters of this particular type, andhas for its main object to improve the efficiency of the starter, and torender it more suitable and effective for the purpose intended.

More specifically considered, my invention aims to provide an improvedmethod of utilizing and applying to the crank shaft of the engine thepower or turning effort of the motor, so that a motor of low startingtorque and requiring a low starting current canvery effectively turnover or start the engine.

Furthermore, my invention relates to an apparatus by which the methodcan be car ried out in a very satisfactory manner.

With my improved method, instead of starting the motor retarded by theload of the engine, and thus starting the engine by the developedstarting torque of the motor, I disconnect the rotary element of themotor from the crank shaft by a suitable clutch Specification of LettersPatent.

Patented Dec. 12, 1916.

Serial No. 659,100.

which is opened, just prior to the connecting of the motor to thebattery, and allow the motor to speed up without load. The rotatingelement of the motor is made quite heavy, so that it may serve both as amotor element for starting purposes, and as a fly wheel for normalengine operation. Consequently, by reason of its momentum, when it isrotating at a high speed, it has stored up ample energy for starting theengine, but during the interval that it is starting and getting up tofull speed, it is drawing only a small current from the battery. To thenstart the engine, I have simply to clutch the rapidly rotating fly wheeland motor element to the crank shaft of the engine. In carrying out thismethod, I employ two clutches, one for connecting the fly wheel andmotor element to the crankshaft, and the other for connecting the sameto the transmission shaft. The former clutch is opened only for startingpurposes, and during normal engine operation is thrown in, but theclutch which connects the fly wheel and motor element to thetransmission shaft may be thrown in or out at will, and serves thepurpose of the clutch ordinarily employed in a motor vehicle. I employin addition to the above parts, suitable mechanism which may be operatedby the hand or foot of the operator for effecting the starting of theengine, and this mechanism preferably serves to throw out the clutchbetween the crank shaft and the fly wheel and motor element, when it isdesired to start the engine, and to simultaneously lower the brushesonto the commutator, and connect the motor to the source of current.

As far as certain features of my invention are concerned, it isimmaterial whether or not the length of time that the motor is rotatingwithout load, and consequently the length of time that the cluch isthrown out, is under the control of the operator, but I consider itwithin the scope of my invention to so arrange and control the mechanismthat when the motor reaches a predetermined speed, the clutch isautomatically thrown in so as to connect the fly wheel and motor elementto the crank shaft, to cause the engine to be started.

'My invention may be further briefly summarized as consisting in certainnovel steps gine and in certain novel combinations and arrangements ofparts of the starting mechanism which will be described in thespecification and set forth in the appended claims. In the drawings,Figure 1 is a vertical sectional view showing a portion of my improvedstarter, and a po'rtion of the engine with which the starter isemployed; Fig. 2 shows a side view of a portion of a motor vehicle withmy invention applied thereto, certain parts being broken away; Fig. 3 isa sectional view substantially along the line 33. of Fig. 1, showingparticularly the clutch between the engine and the motor armature; Fig.4 is a view looking 'toward the rear side of the motor and showingparticularly part of the brush and switch shifting mechanism; Fig. 5 isan enlarged sectional view showing the magnetic governor for the motor;Fig. 6 is a diagrammatic view of the electrical connections. V.

In the drawings, 10 represents the body of a motor vehicle, and 11 theinternal combustion engine, both of which may be of the usual or anysuitable construction. 1

Just at the rear of the engine, and surrounding the rearwardly extendingportion of the crank shaft, I provide the starting motor 12, whichincludes a stationary field element 13, and a rotary armature 14 whichis designed to rotate freely about the axis of the crank shaft justpreceding the starting of the engine and at all other times is designedto be clutched to the crank shaft.

In fact, during normal engine operation, the armature constitutes one ofthe driving elements between the crank shaft and the transmission shaft,and serves also as the engine fly wheel, the rim of the armature and flywheel being made heavy in order that it may have considerable momentum'when in rotation.

Between the crank case of theengine and the armature, I provide a clutch15 which is designed to connect and disconnect the engine crank shaftand the motor armature and fly wheel element. stood that at all times,except during the starting of the engine, this clutch is thrown in sothat the crank shaft and armature rotate in unison. The clutch 15includes an overhanging portion of the rim of the armature, and apluralitypf arc-shaped shoes 16 which are designed to be held infrictional engagement with the inner surface of the rim or to be movedinwardly away from the same. These clutch shoes are guided for inwardand outward movement by a radially projecting flange plate 17, and aredesigned to be shifted and locked in engagement with the outer member ofthe clutch by a series of links 18 connected to an annular member 19mounted for sliding movement on a cylindrical member 20, which togetherwith the clutch shoe guiding means It will be under- 17 is secured to aflange of the crank shaft.

Thelclutch is adapted to be thrown in by a spring 21 and is thrown outagainst the tension of the spring by the ordinary clutch ring and rockarms which are secured to a rock shaft 22, which is designed to beshifted by mechanism to be referred to presently. While I have shown anddescribed one particular form of clutch, any other suitable form may beemployed.

The armature and fly wheel element also has a rearwardly projectingcylindrical extension 23, which forms one of the elements of a clutch24, designed to connect and disconnect the motor armature or the crankshaft of the engine and the transmission shaft, a portion of which isshown at 25. This clutch 24: is here shown as a cone clutch, but it isobvious that a clutch of any other suitable form may be employed, itbeing understood that this clutch is to be thrown in .or out at the willof the operator to connect or disconnect the engine and transmissionshaft in the usual manner. The

- male member of this clutch 24: consists of a cone 26 which is designedto be thrown into engagement with the outer clutch member by a spring27, and to be thrown out by clutch shifting mechanism, of any suitabletype. The rearwardly extending cylindrical flange 23 of the motorarmature and fly wheel constitutes a support for the segments 28 of thecommutator ofthe armature, which segments are connected to the armaturecoils in the usual manner.

As before stated,fit is one of the features of the present invention tostart the engine, not by thedeveloped starting torque of the motor whichmust in such case be high, in View of the absence of power multiplyingtransmission between the motor and engine, but by allowing the motor tostart and speed up, disconnected from the engine, and hence withoutload, and thence by utilizing kinetic energy stored up in the rotatingelement by "reason of its weight and momentum for starting purposes bythrowing in the clutch between this rotating element and the enginecrank shaft.

Another feature of my invention resides in the manner in which the motorcontrolling apparatus, including the switch and the commutator brushesare actuated simultaneously with the actuation of the clutch between themotor element and the engine. Inasmuch as the motor does not function asa motor except when the engine is being started, or just prior to of theengine, I have provided a unitary mechanism for shifting the clutch andfor simultaneously actuating the switch which connects the motor to thesource of current and for moving into engagement with thecommutator-segments or out of engagement therewith, the commutatorbrushes. These the actual starting results could be carried out byseveral specifically different forms of actuating mechanisms, but themechanism here shown answers the requirements very eflectively. In thiscase, I employ for connecting the motor to the source of current, (whichin a motor vehicle will consists of a storage bat-" tery), a switch 29,of the knife blade type, including stationary springs 30, and switchblade 31. Acting in conjunction withthe commutator segments 28 are apair of brushes 32. As the brushes convey current to and from thecommutator only during the time that the engine is being started, orwhile the armature is getting up to speed, I prefer that, except duringthe time that they are actually employed for conveying current, they bewithdrawn from the commutator by a suitable mechanism which acts inconjunction with the switch 29 and clutch 15. it will be noted that themovable switch member 31 is mounted on the rock shaft 33, that this rockshatt has an arm 8 which is arranged to move the brush into engaget withthe segments of the commutator, ay from the same as the rock shaft is inother words, when the rock Sllitle is actuated to close the switch, thearm 3-imoves the brush into engagement with commutator and vice versa.will be understood that the other brush may be act by a continuation 33of the rock liar an arm similar to the arm 3%,

indicated in Fig. 4, or by correspondin which are actuated with or bythe rec t A part or" the motor housing which projects inwardly over thecommutator, constitutes a support for guides for the brushes, bearingsfor the rock shaft 33, a support for the switch springs 30, as shown inFigs. 1, 2 and i.

The switch, the commutator brushes, and clutch may be actuated at thewill of the operator or driver of the car either by a hand, lever orfoot pedal, but i prefer the latter arrangement. in the present case, Iemploy a lever 35 which projects up through the bottom of the car sothat it is within reach of the foot of the driver. ihe torward end ofthis lever is secured to a rock shaft 36, which 1s beneath thefootboard.

This roclr shaft is connected by means oi a rigid 37 and link 38 to anarm 39 connected to the rock shaft 22, for shifting the clutch 15. Therock shaft 36 is also connectei by a rigid 46 and a link 21 to an m a2rigid with the rock shaft 33 for sh i ing the switch and brushes. Itwill be seen therefore that when the foot pedal is depresse the clutch15 is thrown out, brushes are moved into engagement with the commutator,and the switch is closed so as connect the motor to the source of curret so that the motor is tree to start sn d up without loath The mechanismcan be so arranged that the operator may control the time that the motoris allowed to run freely, and may allow the clutch to be thrown in andthe switch opened and brushes raised from the commutator by withdrawinghis foot from the pedal. However, I prefer that the actual starting ofthe engine by the throwing in of the clutch be controlled automaticallywhen the motor armature reaches a certain speed. In the present case,when the foot pedal is depressed, it is held in its lowermost positionby means of a latch 4-3, which prevents the throwing in of the clutch 15by the action of the spring 21. and prevents the opening of the motorcircuit, and the withdrawal of the brushes after a prede terinined speedis reached. While it is obvious that this latch may be withdrawn whenthe desired speed of the m tor is reached by a governor of thecentrifugal type mechanically connected to the latch, I prefer to havethe latch controlled by a so-called magnetic governor ia, which is shownin the drawings. This latch controlling governor includes a magnet coilwhich is designed to be connected in circuit with the'inotor when theswitch 29 is closed, and an arm ture d6 connected to the latch d3.During the starting of the motor and until predetermined speed limit isreached, the current passing through this coil causes a suiticientlystrong magnetic field to attract the armature 46 against the tension ofthe spring ll, but as the motor speeds up, its counterelectromotiveforce increases gradually, creasing the current passing through motorand the coil The strength or" magnetic field is thus gradually weakened,and when a predetermined speed is reached, the spring 47 overcomes thepull of the mag net and withdraws the latch. he clutch 15 is thenautomatically thrown in by the action of the spring 21, which alsocauses the brushes to be shifted, the switch to be opened, and restoresthe foot pedal to normal position.

l have thus provided a method and means for effectively starting theengine by a mo tor whose axis of rotation is coincident with that of thecrank shaft, and without requiring a motor of heavy starting torque andwithout drawing from the battery a heavy starting current.

Having thus described my invention, what claim is 2- 1. In combinationwith an internal coinbustion engin having a crank shaft, a startingmotor having astationary element and a rotary element mounted forrotation about the axis of the crank shaft, a switch for connecting themotor to a source of current, a clutch for connecting the rotary elementof the motor to the shaft, and means tor a 1J- a Add 'J .L simultaneous,the to disconnect the motor from the crank shaftv and for closing theswitch and a single operating device for said means.

2. In combination with an internal combustion engine having a crankshaft, a motor for starting the engine comprising a stationary elementand a rotary element mounted for rotation about the axis of the crankshaft, a clutch for connecting and disconnecting the rotary element ofthe motor and the crank shaft, a switch for, connecting the motor to asource of current, and brushes movable into contact with or away fromthe commutator of the motor, and a unitary mechanism for throwing outthe clutch, for closing the switch and, for shifting the brushes intoengagement with the commutator.

3. In combination with an internal com-' bustion engine, an electricmotor including commutator brushes and a rotary member having acommutator, means for connecting and disconnecting the rotary member ofthe motor and the engine and means associated with said connecting anddisconnecting means for shifting the brushes into and out of engagementwith the commutator.

4. In combination with an internal combustion engine, an electric motorfor starting the engine and including commutator brushes and a rotarymember having a commutator, means including a. clutch for connecting anddisconnecting the motor and the engine, and means associated with saidconnecting and disconnecting means for lowering the brushes onto thecommutator when the motor and engine are disconnected, and for raisingthe brushes from the commutator when the motor and engine are connected.

5. In combination with an internal combustion engine having a crankshaft, a start ing motor, a source of current to which the motor isadapted to be electrically connected,

and mechanism for connecting or disconnectlng the'm tor and crank shaft,and s1- multaneously disconnecting or connecting the motor and sourceofcurrent.

6. In combination with an internal combustion engine having a crankshaft, a starting motor, a source of current to which the motor isadapted to be electrically connected, a mechanical operative clutch forconnecting and disconnecting the motor and crank shaft, means forconnecting and disconnecting the motor and source of current and asingle instrumentality for moving the clutch to disconnected positionand simultaneously moving the said means to connect the motor and sourceof current or vice versa.

7. In combination with an internal combustion engine having a crankshaft, a motor for starting the engine and comprising a rotary memberadapted when rotating to be connected to the crank shaft, a source ofcurrent to which the motor is adapted to be electrically connected, andmeans for connecting the rotary element and crank shaft, anddisconnecting the motor and the source of current, or for disconnectingthe rotary element and crank shaft, and connecting the motor and sourceof current.

8. In combination with an internal combustion engine having a crankshaft, an electric motor including a rotary element adapted to bestarted without load and to be connected when in'motion to the crankshaft, a

clutch forconnecting and disconnecting the rotary" element of the motorand crank shaft, a source of current, switchmg means for connecting anddisconnecting the motor and 1 source of current, and interconnectedmeans for causing the opening of the switch and closing of the clutch,and the closing of the switch and opening of the clutch.

In testimony whereof, I hereunto afix my signature in the presence oftwo witnesses.

GEORGE R. WADSWORTH. Witnessesz M. E. STRICKLAND, A. F. KwIs.

